Transmission-gearing.



.l. G. FAUST.

TRANSMISSION GEARING.

APPLICATION FILED ocnzg.v I911.

Patented J une 22, 1915.

1. e, FAUST. TRANSMISSION GEARING.

1,144,184. APPLICATION FILED 0CT.25. 191l- 2 SHEET-SSHEET 2.

JOHN G. FAUS'I, or BALTIMORE, MARYLAND, ASSIGNOR or THiRTY-FIVE our}HUNDREDTHS T0 HARRY c. MANNS, QEBALTMQREMARYLANI TRANSMISSION-GEARING.

ment is obtained without endwise pressure,

and without producing a vertical, horizontal or diagonal movement.

A further object is to provide a geanng I of this type in which thegears are made of varying sizes, thereby to increase o'ridecrease therelative speeds at which the different shafts travel.

The invention consists in certain novel features of construction andcombinations of parts which will be hereinafter described and pointedout in the claims.

In the accompanying drawings, Figure 1 is a view in top'plan of myimproved form; Fig. 2 is a similar view of,a slightly modified form,showing the gears tapering,

and Fig. 3 is another modified form showing an intermediate gear. a

A, represents a frame of any suitable construction in which the gearsare mounted.

B, represents the main gear, which in this instance is shown as beingapproximately twice the size of the small gears G, C, lo-' cated on eachside thereof, although it may be of any proportionate size, ashereinafter described. The small gears C, C, have central grooves 3, 3,cut in the outer surface, and on one side of this groove a right-handworm thread a is cut, and on the other a left-hand thread 6 is formed.The main gear B has a central groove 1, and the righti and lefthand wormthreads 2, 2, extend therefrom in much the same manner as upon the smallgears, with the exception that that end which on the small gear isoccupied by left-hand threads, is on the main gear cut with right-handthreads, and vice versa. lhe worm threads 2 on the main gear have agreater pitch than the threads on the small gears, and the additionalworm threads 2*, 2*, are cut therebetween in such a manner that when thegear is completed it virtually has a pair of right-hand threadsSpecification of I.etters Patent.

Application filed October 25, 1911.

Patented June 22, 1915.

Serial No. 656,557.

on one end and a pair of left-hand threads on the opposite end. Byproviding the main gear with two pairs of leftand righthand threads, andplacing the left-hand threads of the small gear in mesh with theright-hand threads of the main gear, and the right-hand threads of thesmall gear in mesh with the left-hand threads of the main gear-,1 haveprovided a structure in which the ratio of the' threads is as one totwo, or the same as the ratio of the diameters of the main and smallgears, and as thesmall gears are revolving at twice the speed "of themain gear, and the threads consequently travel with twice thelongitudinal speed, it will be seen that the corresponding threads wouldcome in proper mesh.

If it is desired to vary the relative speed between the main and smallgears, the proportion must always be such that the diameter of the maingear will contain the diameter of the small gear a whole number of timeswhen divided by it. As an example, if

it is desired to make the speed of the main and small gear as one tofive, it will be necessary to make the diameter of the main gear suchthat when divided by the diameter of the small gear the quotient will befive, and in this instance the main gear will have five times the numberof threads. on the small gear. In some cases, it might be desirable toplace two threads on the small gear, but the number on the main gearwould be correspondingly increased, or in the example cited, the maingear would contain ten threads.

As shown in Fig. 1, the main gear is connected to the driving shaft 4,and the smaller gears C are either connected or mounted upon thepropeller shafts 5, 5. I do not wish to be limited to the manner ofmounting the gears, for the reason that the power. could be transmittedto one of the smaller gears, and propelling shafts connected to one ofthe smaller gears and the main gear.

In Fig. 2 the structure shown discloses all of the-gears B and C astapering in one direction, otherwise the idea is the same as shown inFig. 1, and in Fig. 3 I have shown an intermediate gear D between themain gear and one of the smaller gears. With this structure, thepropellers, of course,'would travel in opposite directions,

whereas in the structures shown in igs. l

and 2, the two propellers would travel in the same direction. It isevident that a number of small gears might be grouped around the maingear so that their centers would be at the points of a triangle orrectangle, and the operation would be the same.

The contact between the threads of the small gear and threads of thelarge gear is substantially a rolling contact and all pressure of theoneset of threads against the other is in a direction parallel With theaxis of rotation, either from the center on each side of the groove, ortoward the center from each side thereof. If but a single small gear isused with the large gear, say for instance the driving gear B is mountedwith but the lower driven gear C, each point of the thread of the smallgear makes two contacts against the thread of. the large gear to onecontact of a point on the thread of the large gear. The pressure againstthe threads of the small gear is increased by reason of the fact thatthe driving gear is exerting a twisting force in the bearing of thedrive shaft, and the threads of the small gear are caused to creep, orare rolled out, much after the method of spinning vessels fromsheet-brass, aluminum and other metals. This causes the pitch of thethreads to be changed as the creeping action increases with the greaterlength of creep, but. if this tendency should beprescut the creepingaction will take place in an equal manner upon every gear, and thepitches if changed will be changed in the ,same relation.

With this invention a rotary movement is obtained Without any endwisepressure, and by providing the rightand lefthand threads on each gear,and having the righthand threads mesh with left-hand threads of theadjacent gear, I am able to overcome any endwise pressure and at thesame time,

overcome any vertical, horizontal and diagonal movement. This isaccomplished to a the driven gears on any plane at right-' angles totheir axes, the number of threads on the driving-gear being equal to thesum of the number of threads on the driven gears.

2. A transmission gearing comprising a driving gear and driven gears,each of the several gears having right and left threads with a groovearound the axis of said gears between. the right and left threads, thediameter of the driving-gear being equal to the sum of the diameters ofthe driven gears on any plane at right angles to their axes, the number,of threads on the driving gear being equal'to the sum of the-number ofthreads onthe driven gears.

In testimony whereof I affix my signature, in the presence of twowitnesses.

JOHN G. FAUST. Witnesses:

MARGARET R. WILSON, HARRY C. MANNs.

